Automatic train pipe connecter



Aug. 10, 1937. c. B. HERD AUTOMATIC TRAIN PIPE CONNECTER Filed April 1, 1935 5 Sheets-Sheet l Even/077 C/yf0n.B.J1 rd Aug. 10, 1937. c. B. HERD AUTOMATIC TRAIN PIPE CONNECTER Filed April 1, 1935 5 Sheets-Sheet 2 Aug. 937 c. B. HERD 2,089,259

AUTOMATIC TRAIN PIPE CONNEGTER Iiwenfor,

c! rom. B. Jferd Aug.'10, 1937. c. B. HERD AUTOMATIC TRAIN PIPE CONNECTER 5 Sheets-Sheet 4 Filed April 1, 1935 NW km Aug. 10, 1937.

C. B. HERD AUTOMATIC TRAIN PIPE CONNEGTER Filed April 1, 1935 5 Sheets-Sheet 5 Patented Aug. 10, 1937 AUTOMATIC TRAIN PIPE CONNECTER Clifton B. Herd, Los Angeles, Calif., assignor to Johnson Connector Company, Ltd., Los Angeles, Calif., a corporation of California Application April 1, 1935, Serial No. 14,108

8 Claims.

This invention relates generally to automatic train pipe c'onnecters. ent invention is of the same general type as that disclosed in Patent No. 1,896,687, issued to Albert S. Johnson, and may be considered generally as consisting of improvements on the connecter shown in said patent. Reference is also directed to Patent No. 1,990,652 issued to Albert S. Johnson, and to my copending application entitled 1' Draw'bar guide for automatic train pipe connecter, filedFebruary '7, 1933, Ser. No. 12,842, said patents and application including generic and specific claims to subject matter shown and described in the present application.

It may be stated as an object of the present invention to provide improvements in an automatic train 'pipeconnecter of the type involving separate air and steam heads, pipe connecter heads, and to provide improved means for guiding such heads into connection.

It isafurther object of the invention to provide a train pipe connecter of the type involving separate air and steam heads with an improved air and steam head mounting on the connection arm end with improved means of assembly of the heads on the .arm.

. In accordance with the present invention separate' air and steam connecter heads are separately pivoted on a mounting knuckle on the forward. end of the connecter arm, preferably on a'common axis,the steam head preferably being placed below the air head. Means are providedonthe air heads for gathering together from positions of comparatively wide misalinement. There is also provided a horizontal guiding connection between each air head and the steam head below it, so that any pivotal action of the air heads which may be necessary in coupling (for example, if the coupling is being made on curved tracks) will be transmitted to the steam heads to cause them to pivot correspondingly, thereby causing them to couple more easily. Consequently, the steam heads are guided and. gathered together through the gathering actionof the air heads.

The invention will now be most readily understood by referring to the following detailed description of a-present preferred embodiment thereof, reference for this purpose being had to the accompanying drawings, in which:

Fig. 1 .is a side elevation of the meeting ends ofa pair of. coupled cars equipped with the devices .of the present invention;

Fig.. 2 isfa side elevation showing the connecter of the present invention;

The device of the pres-' Fig. 3 is a vertical transverse section taken on line 3--3 of Fig. 2;

Fig. 4 is a vertical transverse section taken on line 44 of Fig. 2;

Fig. 5 is a section as indicated by line 5-5 5 of Fig. 2;

Fig. 6 is a vertical longitudinal section of the coupler arm and a portion of the air and steam heads;

Fig. 6a is an enlargement of a portion of the 10 connecter arm shown in Fig. 6;

Fig. 6b is a section taken on line lib-6b of Fig. 6a;

Fig. 6c is a section taken on line 6c6c of Fig. 6a;

Fig. '7 is a section taken on the broken line 71 of Fig. 6;

Fig. 8 is a section taken on broken line 88 of Fig. 1;

Fig. 9 is a plan view of one of the steam heads; 20

Fig. 10 is a view showing the air and steam heads in front elevation, being a view looking towards said heads from the left in Fig. 2.

Fig. 11 is a view taken as indicated by line H-H of Fig. 2; 5

Fig. 12 is a section taken as indicated by line l2 l2 of Fig.5;

Fig. 13 is a section taken as indicated by line l3l3'of Fig. 6; and

Fig. 14 is a detail section taken as indicated 30 by line l4-l4 of Fig. 8.

In Fig. 1 of the drawings, numerals 20 and 2| designate a pair of cars coupled by a usual draft coupling 22, the interlocking heads 23 of which are mounted on draw bars 24. The draw 35 bar coupler heads, as usual, have considerable gathering range enabling them to couple from positions ofrelative lateral, vertical and rotative displacement. The draw bars may be mounted toswing horizontally in any usual manner, either 40 pivoting on vertical pins, or floating laterally on suitable guides (Fig. 2). In the case of passenger equipment, centering springs are used on the draw bars, as indicated at 26 in Fig. 1.

Rigidly fixed to the understructure of the car 5 body is a suspension bracket 29 for the train pipe connecter, generally designated at 30. To the underside of bracket 29 is secured by screws 3| a hanger 32 that provides a vertical pivot bearing for the connecter arm mounting. This 50 bearing has a bore 33 extending upwardly from its lower end, a bore 34 extending upwardly from the upper end of bore 33, and a larger counterbore 35 extending downwardly from its upper end to meet bore 34, all as clearly shown in Fig. 55

3. Mounted for rotation in bores 33 and 34 is the stem 36 of a yoke member 31. The upper end of said stem 36 has screwthreaded thereon a bearing ring 38, which overhangs the shoulder 39 between bores 34 and 35 and bears down on a washer 40 resting on said shoulder to support the yoke and parts mounted thereon.

The yoke is thus mounted in bearing hanger 32 for pivotal movement about a vertical axis. Mounted for pivotal movement in the lower portion of yoke arms 31a and 31b are horizontal pivot studs or trunnions 4| and 42, respectively, which are formed integrally with and extend oppositely from a tubular cradle member 44 straddled by the yoke. This cradle member44 supports a longitudinally extending connecter arm tube or cylinder 46, the outer end of which carries an air pipe connecter head 41 and a steam connecter head 48, more fully to be described hereinafter.

Cradle trunnion 42 is mounted for pivotal movement in a bore 50 provided in the lower portion of yoke arm 3111 (Fig. 3). Cradle trunnion 4|, on the other hand, is supported on its lower half by a half-round bearing surface 52 formed in the lower portion of yoke arm 31a, while the upper half of said pivot stud has bearing against a half-round bearing surface 53 formed on a mounting casting 54 which is mounted against the side of yoke arm 31a. Said casting 54 is secured'in position by means of a pin 55 which is passed through a lug 56 formed on member 54 and through flanges 51 formed integrally with yoke arm 31a (see Figs. 2 and 3).

Cradle 44 and the connecter arm carried thereby thus are mounted for pivotal movement about the horizontal axis of cradle pivot trunnions 4| and 42, while the cradle and connecter arm may be swung horizontally by rotation of yoke 31 on its vertical axis.

It will be evident from an inspection of the drawings that the described mounting for the pivot studs of the cradle in the yoke arms enables the device to be most easily assembled. An opening 58 in yoke arm 310. permits the cradle to be lifted in from the bottom, with trunnion 4| at first on top, to a position somewhat above its final level, and then to be so manipulated that trunnion 42 enters bore 50 while trunnion 4| backs down and comes to rest on hearing surface 52 (see Fig. 3). Casting 54 is then pinned in place, and forms the upper half of the bearing for pivot stud 4|, as previously described. To enable pivot stud 42 easily to enter bore 50 during the assembly, said bore may be relieved somewhat at the top, as indicated at 60.

. For the purpose of supporting the connecter arm in a normal position of horizontal extension, the pivot yoke member is provided with a rearwardly extending and upwardly inclined bracket 6| providing coil spring seats 62, and cradle 44 is provided with oppositely extending bracket arms 63 and 64 which carry spring seats 65 oppositev seats 62. Mounted on these seats are compression springs 66, which are adjusted to support the connecter arm yieldingly in a position of horizontal extension.

The forward end of cradle member 44 is formed with an enlarged box I0 (see Figs. 4 and This box opens into the tubular portion of the cradle, as shown, and has at its forward end an opening 7| which freely passes the connecter arm tube 46. Connecter arm tube 46 is embraced and supported within this box by a forward-anda rearward pair of upper and lower rollers I2, which are rotatably mounted on shafts I4 rigidly mounted in the side walls 15 of the box. These rollers, which constitute the sole mounting for the arm tube within the supporting cradle, are provided with arm-tube engaging surfaces 118 curved to the radius of the arm tube, and are preferably formed of some suitable anti-friction composition. This anti friction provision reduces to a minimum wear on arm tube 46, which in service has more or less continuous telescopic movement in and out of cradle 44.

Connecter arm tube 46 has rigidly mounted on its forward end a yoke or knuckle providing independent vertical pivot mountings for air pipe connecter head 4'! and steam pipe connecter head 43. This knuckle 60 includes a pair of vertically spaced and forwardly extending projections 8| and 82, respectively, the upper projection having a round upwardly extending boss 83, and the lower projection having a vertical bore 84 axially alined with boss 83. The air connecter head casting 41 is formed at its rear with a housing structure 86 for a locking device hereinafter to be described. The upper wall of said structure is extended rearwardly to form a racket 8?, which is provided with a bore 88 adapted to rotatively receive knuckle boss 83, and the lower wall of the structure is extended rearwardy to form a bracket 89, which .'is.pro'- vided with a round downwardly extending boss 90 adapted to be rotatively received in knuckle bore 34. Thus the air connecter head 41 is vertically pivoted on the forward end of the connecter arm.

The rear vertical wal194 of the head (Figs. 6 and 7) is formed at right angles to the connecter arm axis, and is cut away in the top and in the center to provide for a latch releasing device later to be described, leaving a pair of rear wall portions or lugs 96 and 91, which present flat faces toward and at right angles to the connecter arm.

The forward end of arm tube 46 has mounted therein a bushing I00, and mounted with a sliding fit in said bushing is a buffertube I02 having on its forward end a buffer head I03 adapted to engage rear wall lugs 96 and 9'Iof theconnecter head. The buffer head is preferably in the form of a plate having a bore therethrough to take the forward end of tube I02, and may be fastened to tube I02 by welding. The buffer head engages the two head lugs 96 and 91, respectively, on opposite sides of the longitudinal connecter arm axis, as appears from Fig. 7. The rear end of tube I02 is formed with a pair of upper and lower rearward projections I08 which pass through slots I09 provided in an abutment H0 welded within bushing I00, as will be seen from'Figs. 6a, 6b and 60. These projections I08 engage against a washer I I, which come against one end of a compression spring II2, the other end of which spring bears against an abutment I I3 fastened within the rear end of cradle member 44. It will be readily understood how any' pivotal movement of the connecter head about the vertical pivot axis on the knuckle 80 is yieldingly resisted by spring 2 acting through the buffer member against head lugs 96 and 91, and it will be understood that spring 2 constantly acts to return the connecter head to a'centered position when displaced therefrom. Inthe present embodiment the vertical pivot mounting ,of the connecter head permits the head to swing, against the resistance of the spring urged buffer member, .to a maximum angle of approximately 30 on either side of the centered position illustrated in the drawings.

Spring H2, bearing at one end against abut- 4 ment IE3 in the rear end of cradle 44, and at the other end against buffer tube projections I58, also acts through the buffer tube and connecter head to extend connecter arm tube 46 from cradle 44. Such extensive telescopic movement of tube 45 from cradle 44 is opposed and limited as now to be described. The abutment H5 in the rear end of cradle 44 carries a tube II5 that projects through spring II2, the forward end of this tube having welded therein a head IIE. This head H6 is cut through with a rectangular guide slot ill for a fiat tension rod I29, this rod being shown in cross section in Fig. 6b. The rear end of tension rod I20 has an enlarged head I2I adapted to engage head or abutment M6. The forward end of rod I20 passes through a guide slot I23 formed in an anti-friction composition insert I24 mounted within abutment IIII. The forward end of flat rod I25 is reduced somewhat in width and its edges are screwthreaded, as indicated at I30, and screwthreaded thereon is a tubular member I35 that projects forwardly through buffer tube I112. The forward extremity of this reduced portion of flat rod I20 engages in a flat slot I31 formed in a key member I38 which is fastened to member I35, as at I39. This provision holds member I35 against rotation on rod I29. Member I35 has a rearwardly facing shoulder I36 affording a seat for one end of a compression spring I40, the other end of which bears against the forward end of insert I24 mounted in abutment I Iii (Fig. 6a).

The position of Fig. 6 shows the normal uncoupled position of the connecter arm. It will be apparent from that figure that spring H2 is acting against buffer tube I 82 and through the connecter head to extend connecter arm tube 56 from cradle tube 44, and that such extension isresisted by tension rod I 20, the head I2I of which engages fixed abutment I I5, and the other end of which acts against abutment I I8 through spring I40. It will thus be evident that spring I I2 tends to extend the connecter arm from the cradle, while spring I40 and tension rod I20 act in opposition, tending to contract the connecter arm; as a result the connecter arm takes a normal uncoupled position with springs H2 and I40 balanced against one another, as illustrated in Fig. 6.

Ccnsidering now the air connecter head 41 in its preferred form, each air head has extending forwardly from the previously described housing structure 8? a vertical plate or tongue part I55 which crosses the longitudinal connecter arm at an angle of about 30. The head also has a part I5 forming a fiaring guide mouth terminating rearwardly in a contracted throat I55, the guide mouth of each head being adapted to receive the tongue of the other head, so that surfaces I5? of the .two tongues come into contact. The guide mouth formed by part IE4 is defined by rearwardly converging side, upper and lower walls I58, I 59 and I551, respectivelly, all tapering toward the open contracted throat I55. The forward portion of each tongue member I50 is formed with converging upper and lower edges I52 and IE3, adapted to ride and be guided down orup the inclined walls I59 and I58 of the guide mouth of the opposing head into proper elevation for connection, while the side Wall I58 of the mouth gathers the tongue laterally into position.

Thus the tongue of each head moves into the guide mouth of the other head as the cars are moved together, the flaring of the guide mouth being sufiicient to gather the head properly within comparatively wide limits of misalinement.

Opening to contact surface I51 of each tongue I50 is a pair of air ports I that extends through the tongue. Air hoses I89 (see Fig. 1) may be connected to said ports at the rear side of the tongue by means of clamping devices I8I. These air ports are provided at the contact surface of the tongue with suitable gaskets in the usual manner.

The tip of each tongue I50 is formed with a projecting lug I94 which engages the face of the opposing tongue as the heads come together. The engagement of these lugs I94 with the opposing tongues causes the two heads to pivot through a certain angle on their vertical pivot mountings on the supporting knuckles 8!). As the heads continue to move together, the heads pivoting as described, the tongue lugs hold the tongues separated until the air port gaskets are nearly alined, and then finally ride down seating surfaces I95 to permit the opposed tongues to come face to face and their gaskets to engage one another, the heads pivoting back to center position by action of the spring pressed buffer members, and the parts finally taking the interlocked position of Fig. 7. It will be evident that this manner of interengagement of the heads avoids all possibility of the gaskets rubbing on one another.

To hold the tongues against separative movement until the heads are to be disconnected, there is provided a latching device I98 which automatically engages over the ends of the tongues as the heads reach the interengaged position of Fig. 7. In the present preferred form, this latching device takes the form of a latch member I98 contained within the previously described housing structure of the head. The latch member is pivotally mounted on the head at 250, and extends horizontally from said pivotal mounting to a hook end 298, which is adapted to hook over the forward end of the tongue of the opposing head. Latch I98 has intermediate its ends a lug ZIIJ which provides a seat for one end of a compression spring ZII, the other end of which is supported by knuckle 86. This spring serves the purpose of constantly urging the latch toward latching position.

As previously stated, 6 shows the position of the connecter arm parts in uncoupled position. Fig. 2 shows the same position, and also shows that in uncoupled position the connecter head extends outwardly somewhat beyond the end of the draw bar coupler head. As the cars move together, the interengagem-ent of the pipe coupler head causes the connecter arm tubes 46 to recede within the cylindrical cradle members M against the force of springs I I2 until the draft couplers engage. During this operation, the connecter heads will have rocked on their pivotal mountings on knuckles 85 against the spring pressed buffer plates as the two tongues interengaged and finally came into face to face contact, and the latches will have become hooked over the tongue ends to lock the heads securely together, the parts then being in the position of Fig. '7. If the contact faces of the two tongues are not in the same vertical plane as the heads finally engage, the arm tubes rotate slightly to allow them to come into face to face contact, such rotation being yieldingly opposed by torsion action of the fiat rod I28 that connects arm tube it with the cradle. When the cars are coupled the arm tubes it ride in a retracted position, the compression springs H2 being at such times under some compression. Small movements of the coupled cars as slack comes into or is taken out of the draft connection is then absorbed by relative longitudinal movement of arm tubes 36 in cradle tubes 4E, cushioned by springs H2. 7

To uncouple the cars, the draft coupler heads are released and the cars moved apart. Since the pipe connecter heads are still locked together, this causes the connecter arm tubes 46 to be extended from the cradle tubes M, as will be evident. For release of the latch, the tubular member I35 attached to tension rod I218 is provided with a forwardly reaching hook member 2E5 which is adapted to engage the rear side of latch lug 2st and move the latch rearwardly to release the tongue during such extension of the connecter arm. It will be evident that as the arm extends, the head 62! of the tension 520 being in engagement with abutment H6, latch lug 2m finally engages hook element 2H5 and so causes relative rearward movement of the latch and consequent release of the connecter heads.

The extension of connecter arm tube 45 during such uncoupling is yieldingly resisted by spring Hit, and when the connecter heads have disengaged, this spring Ml acts to cause retraction of the connecter arm to the normal uncoupled position shown in Fig. 6.

Figs. 3 and show the provisions for limiting the horizontal swing of the connecter arm. As there shown, the side wall of the pivot bearing member 32 is formed with a bore 220 within which works a locking plunger 22| which is adapted to he received within a notch 222 out in the stem of pivot yoke member 31. Notch 222 is of sumcient horizontal length to permit the pivot yoke stem to rotate through the angle necessary for proper swing of the connecter arm, which may be for instance about ten degrees. Back of plunger 212i is a spring 223 which constantly urges the plunger into locking engagement with the pivot stem, and connected to the plunger and extending out through the side wall of bearing member 32 is a handle member 224, by means of which the plunger may be retracted to permit the connecter arm to be swung beyond the limits permitted by notch 222. For instance, when it is desired to carry the connecter arm in an inoperative position, the handle 224 is pulled and the connecter arm rotated to a position at about 72 from the center line of the car, another notch 225 being provided in the pivot stem to permit the arm to be locked in that position.

Preferably, means are provided for guiding the pipe connecter arms to swing horizontally along with horizontal swinging of the draw bars, so that if the draw bars are in such relative horizontal positions as to be capable of coupling, then the pipe connecter arms will also be in such relative positions that the pipe coupling will positively be made.

Such a draw bar guiding arrangement was first disclosed and claimed in Patent No. 1,990,651 issued to Albert S. Johnson. The specific form of draw bar guide here illustrated and described'is more particularly shown and claimed in all its aspects in my copending application entitled Draw bar guide for automatic train pipe con-' necter, filed March 25, 1935, Ser. No. 12,840.

The present illustrated draw bar guide is embodied as follows: Secured to the underside of draw bar 24 at a point thereon that swings horizontally to an extent sufiicient for the purpose, is a depending guide arm 235 which in the present instance drops somewhat to one side of the connecter arm (see Fig. 5). This arm has a vertically extending portion 23 la which is U-shaped in cross section (Fig. 5) and below said portion 236a the arm has a rearwardly extending portion 23th. As may be observed from Fig. 5, the opening 232 of the U-shaped portion of the arm faces toward the forward end of the connecter. Rotatably received within bearing surfaces formed within this U-shaped opening 232 is the vertical pivot mounting pin 23's of a gate member 234 which is adapted to extend alongside guide arm extension 23th. Pin 233 has on its upper end an enlarged head 235, which seats downwardly against a shoulder 236 (Fig. 11) and so supports the gate. When the device is first assembled, pin 233 is placed in the position described, and lugs 232a are then hammered in to the position shown to confine the pin against removal. Gate 234 has a latch lug 23? which is adapted to engage over the upper edge or" arm extension 23w (Fig. 12) and when the parts are so engaged the adjacent surfaces fi lfl and 2M of members 2am and 23d define a slot or way 242 which receives the forward end of a flat spring guide-member 245. This member 2415 is mounted at its rear end on a supporting bracket 2% which is a part of the previously described mounting casting 54 mounted on the vertically pivoted yoke 3'! (see Fig. 3).

Arm extension 23th is formed with a perforated lug 25E; carrying a movable pin 25! which overlies and engages the top side of gate 234 when said gate is in the closed position illustrated in the drawings (gate lug 23'! engaged over the top of armextension 23 lb, as in Fig. 12) At certain times it is desired to swing the entire connecter arm to one side to an inoperative position, for instance in the event a car provided with the present equipment should be coupled to a car not so provided. In such event it is of course necessary to disengage guide member 2%, which is mounted on thevertically pivoted arm carrying yoke, from the draw bar suspended guide arm 23E and gate 234. This is accomplished by pushing back locking pin Eel until gate 234 is cleared, lifting the gate sufliciently that gate lug 231 clears the top side of arm extension 235b, and then swinging the gate to one side, whereupon member 285 is released.

It will be understood that horizontal swinging of the draw bar acts through the draw bar guide arm and spring arm 245 engaged thereby, to rotate the arm supporting pivot yoke and thereby cause the connecter arm to follow horizontal swinging of the guide arm and draw bar. This swing, however, is limited in extent to about 5 on either side of center by the stop plunger 22! and notch 222 in the yoke bearing member; and when the draw bar swings to one side to an angle greater than that allowed the connecter arm, the over-movement of the draw bar is taken up by flexure of spring arm 255. The draw bar guide provisions as thus described place the pipe connecter arms in' such relative positions whenever a coupling is to be made that the air pipe connection is always accomplished if conditions are sufficiently favorable that the draft coupling can bemade, the gathering range of the air pipe connecter head being sufficient to assure connection within the'full range of misalinement of the draw bar heads from which the draw bars will gather and couple.

There has now been described in considerable detail a preferred draw bar guided train pipe connecter to which the improved steam pipe connecter heads of the present invention may be typically applied. It will become apparent that in many aspects the steam head of the present invention is particularly applicable to the type of connecter now described, and depends upon that 15 type of connecter for many of its own operating characteristics. It is to be understood, however, that the present invention in all its aspects is not to be considered as limited to use with the specific air pipe connecter and its mounting as here shown, but may be applied to other types of connecters as well.

The steam pipe connecter head is designated generally at 48 in the drawings, and is mounted directly below the previously described air connecter head 41. Head 48 is pivotally mounted, independently of air head 41, on the same knuckle 80 on which head 41 is pivoted, and on an axis preferably coincident with the pivot mounting of head 41 (see Fig. 6). In particular, the rear end portion 300 of head 48 is provided with upper and lower pivots or trunnions 30I and 302, respectively, pivot 30! being received within knuckle bore 84 and pivot 302 being received within a bore 303 formed in a mounting plate 304 which is detachably secured to the lower end of knuckle 80, and which supports the underside of the steam head. As illustrated in Figs. '1, 8 and 13, member 304 has a rearwardly extending shank portion 305 formed with a flat upper surface adapted to engage the flat lower end surface 300 of knuckle 80, and with side flanges 308 adapted to fit between parallel depending knuckle flanges 309. Member 304 is secured in position by means of a locking pin 3l0 which passes through flanges 309 and through a bore 3 in member 304. It will be evident that this construction permits convenient assembly and disassembly of the steam head with the mounting knuckle. It is to be noted that either the air head or the steam '50 head may be assembled with the knuckle first,

and that either head may be disassembled without disassembling the other.

Steam head 48 is thus mounted on knuckle 80 independently of air head 41 but is'arranged for 5-5 pivotal action on an axis common with that of the air head.

The steam head 48 includes a tongue 3l5 and a part 3"; forming a gathering throat at the base of the tongue adapted to receive the tip of the tongue of a mating head and to guide it into final position. The obliquity of tongue 3l5 is made opposite to that of the tongue of the air line. connecter head, for the reason that the steam pipes on trains are ordinarily on the opa vertical contact face 3l1, to which opens a steam port 3l8 having a usual gasket 3|9. Gasket 3l9 is backed up by a gasket sleeve 320 received within port 3l8, which is clamped in place by a releasable clamp device 322 which engages back of sleeve shoulder 323 (Fig. 8). The steam pipe 324 is connected to sleeve 320 in the usual manner.

A locking plunger or wedge 330 is mounted to. work in a slot or way 33l formed in the forward end of tongue 315, said slot extending parallel to tongue face 3|1. As indicated in Fig. 14; the rearward portion of plunger 330 is rectangular in cross section, and has at its end a boss 332 which works within groove 333. A compression spring 335 disposed within pocket 336 seats against the rear end of plunger 330 and tends to. move the plunger to a fully extended position. Such extension of the plunger is limited, however,-by means of a stop pin 331 which is mounted'in the plunger and extends within the previously mentioned groove 333, this stop pin engaging shoulder 338 at the forward end of groove 333 to limit extension of the plunger. With pin 331 in engagement with said shoulder 338, the tip 339 of the plunger preferably is extended slightly beyond the end of the tongue plate. The forward end of plunger 330 is beveled on its outside surface, as at 340, so that the plunger takes the form of a wedge. This beveled surface is adapted to be wedged against a parallel seating surface 34I provided within the throatv member 3|6 of the mating head.

As previously stated, the relations of the parts are preferably such that when stop pin 331 is against stop shoulder 338, the tip 339 of wedge or plunger 330 is extended just slightly beyond the forward end of tongue 3l5. This is the position taken by the wedge when the connecter head is uncoupled. As two of the heads come into interengagement during coupling of a pair of cars, the ends of the tongues engage stop shoulders 334 to position the steam heads and aline the gaskets, and the beveled back surfaces 340 of the wedges engage the seating surfaces 34I, the wedges moving rearwardly a short distance. This movement, which takes place against springs 335, brings the wedges to a position such as shown in Fig. 8, stop pins 331 then being somewhat to the rear of shoulders 338. Springs 335 act in this position to force the Wedges tightly against seats MI, and the engaging faces of the mating heads are accordingly forced together and held tightly in contact. The tightness of this contact is always maintained, since wear between wedges 330 and seats 34! will simply allow the wedges to move slightly further ahead, but they will act to force the engaging faces of the mating heads into contact the same as before. It will be noted, for example, that shoulders 234 are formed so as not to interfere with wedges 340, which are permitted to wedge in tightly and may extend beyond stop shoulders 234.

The steam heads are of course prevented from separating due to action of the air head looks, but because of slack between the air and steam heads, there is some tendency for the steam heads to move apart. Such action is prevented by the steam head wedges, which tend to slip forward and maintain their wedging engagement with the seating surfaces 34! on the mating heads. The wedges thus maintain the engaging faces of the two heads pressed tightly into contact with each other throughout ordinary. action of the coupler heads while coupled; but as the cars are pulled apart and the air head locks release, the wedges finally release the steam heads from each other and permit them to separate.

It will be observed from Fig. 8 that the angle between the line of engagement of the beveled wedge surface 340 with the seating surface 341,

and theaxis of the steam passage through the head, is sufficiently large that the friction between the engaging surfaces prevents the wedges from being retracted to release the heads due to any separative force. applied, in the direction of the steam passage by'the vsteam'itself. The angle is, however, such that separative force applied along the longitudinal line of the connecter causes the heads to separate without difficulty.

Means are provided for yieldingly resisting pivotal movement of the steam heads from a normal centered position. .For this purpose there is provided a bufier member in the form of a plunger 350 mounted to work in a horizontal bore 35| provided in the lower portion of knuckle opposite the pivoted rear end portion 300 of the steam head (see Figs. 6 and 8). Head portion has faces 352 and 353, formed at right angles to and one on each side of plunger 350, and these faces are adapted to beengaged by the two opposite vertical edges 353V and 355, respectively, of a buffer head 356 mounted on'the forward end of bufier plunger 35%.

The buffer head edge or surface 355 which engages steam head face 353, which face 353 is on the side of the buffer nearest the steam head tongue (Fig. 8), stands normally (whenthe steam head is centered) a short distance back of face 353, while the opposite bufier head edge 354 is in engagement with its steam head face 352 in that position of the steam head. This means that when the steam head is rocked to the right on its pivot mounting, it will immediatelybe resisted by the spring-urged buffer member, which will act to return the head to center; but when the head is rocked to the left, itis not opposed by the bufiermember until it has rocked through an angle of several degrees. This provision is made because in rocking in the latter direction, the steam head is resisted by the steam pipe, and the air head is resisted by therubber air hoses, which must be pulled out and compressed, respectively, by the heads in such action, thus fulfilling the function of the spring pressed bufiers. When the heads rock in the other direction, the steam pipe must be moved back and the air hoses are pulled out but the same resistance is not encountered in such action, and the spring pressed buffers are designed to come into action at once.

It has been described how the air and steam heads are independently pivoted on a common vertical axis on mounting knuckle 80, and it has also been described how each air head is provided with a flaring guide mouth adapted to gather the tongue plate of the mating head from various positions of misalinement during coupling, and how the air heads rock on their knuckle mountings during such gathering and coupling; It has further been described how the draw bars guide the connecter arms in horizontal swing, so that the air heads will be brought to relative positions from which they will positively couple if the draw bar heads are in sufilciently close alinement to couple.

In accordance with the present invention, the steam heads are caused to be brought together by virtue of the gathering action of the guided air heads.v As well shown in Figs. 2, 9 and 10, the upper edge of the steam head tongue is formed, near the forward end of theto-ngue, with a pair of lugs 310 and 3', which are adaptedto receive between them, somewhat loosely, the lower edged the lower wall or flange Hill of the air headA'L,

There is by this means imposed on the steam heads a guiding action derived from the fully controlled and guided air heads. For example, if the connecter arms are not originally in alinement, but extend towards each other. at somewhat of an angle, as for instance if the cars are on a curved track, the mating air heads will gather together, and in so doing will rock toward each other on their knuckle mountings. It will now be evident that, due to the interconnection pro! vided between air head flange I68 and the steam head tongue, such rocking of the air heads'will cause the steam heads to follow, and will conse-' quently place the steam heads in better position for coupling. In particular, the action is to throw the tongue plates of the. steam heads toward parallelism with each other as the coupling is made. The forward end of the tongue of, one steam head may engage the tongue plate. surface 3|! of the other, or may strike the, guideflange surface 3 i 6a. In either case, the nose then moves immediately into the throat of the opposing steam head, finally taking such a position as shown in Fig. 8, with the locking wedge 330 operating in the manner described above. Corresponding action is had with any conditions of misalinement of the air and steam heads. The airhead gathering provisions are capable of bringing theair heads into proper mating connection from all types of initial misalinement which areencountered in practice, and in each instance, the action of the air heads during coupling is such asis proper to bring the steam heads guided thereby into proper coupling interengagement.

Thus the gathering action of the mating air heads places the steam heads in position to mate properly also, and the steam heads are caused to move into the interlocked position of Fig; 8. It sometimes occurs that before coupling one connecter stands considerably elevated relative to the mating connecter, and that the tongue of the steam head of the first tends to catch within the guide mouth of the air head of the relatively lower connecter. To avoid difiiculty from this source, I provide the tongue plate of each air head with a lower notch l5ll-a which isv adapted to pass the steam head tongue downwardly whenever it happens to come initially within the guide mouth of the air head. The edgesof this notch, as well as the various surfaces of the steam head tongue itself, are suitably beveled so that whenever the steam tongue does come within the guide mouth of the air head, it will readily slide through notch and move downwardly into proper relation with the opposing steam head.

It is particularly tobenoted that while I thus provide for a general horizontal guiding of the steam heads by the air heads during coupling, the air and steam heads are separately pivoted on the mounting knuckles, and the connection between the air and steam heads is comparatively loose rather than rigid. This feature is of utmost importance, it being highly desirable that the steam heads be maintained as far as possible separate of the air heads. With such an arrangement, if the steam heads should leak and tend to part, the looseness of their connection with the air heads will prevent the interlocked air heads from being aifected in such a manner as toleak air.

It will be understood that while I have now described one preferred specific. embodiment which the invention may assume in practice, the

invention is not to be considered. as limited, to Z5 the details of this embodiment since various changes may be made without departing from the spirit and scope of the appended claims.

I claim:

1. In a train pipe connecter, the combination of a horizontally extending connecter arm, a knuckle mounting on the forward end of said arm. an air pipe connecter head mounted to pivot on a vertical axis on said knuckle mounting, said air pipe connecter head having a contact part formed with an engaging face diagonal to the longitudinal line of the connecter arm and to which opens an air conduit, and having also a flaring guide member adapted to gather and receive the contact part of an opposing air head, a steam pipe connect-er head below said air head pivotally mounted on a vertical axis on said knuckle mounting, said steam head having a contact part formed with an engaging face diagonal to the longitudinal line of the connecter arm, but opposite to the diagonal air head engaging face, and to which opens a steam conduit, and guide means interconnected between the air head and the contact part of the steam head causing the steam head to pivot on its axis to follow horizontal pivotal action of the air head.

2. In a train pipe connecter, the combination of a horizontally extending connecter arm, a knuckle mounting on the forward end of said arm, an air pipe connecter head mounted to pivot on a vertical axis on said knuckle mounting, Said air pipe connecter head having a contact part formed with an engaging face diagonal to the longitudinal line of the connecter arm and to which opens an air conduit, and having also a flaring guide member adapted to gather and receive the contact part of an opposing air head, a steam pipe connecter head below said air head pivotally mounted on a vertical axis on said knuckle mounting, said steam head having a contact part formed with an engaging face diagonal to the lonigtudinal line of the connecter arm, but opposite to the diagonal air head engaging face, and to which opens a steam conduit, and guide means interconnected between the flaring guide member of the air head and the contact part of the steam head causing the steam head to pivot on its axis to follow horizontal pivotal action of the air head.

3. In a train pipe connecter, the combination of a horizontally extending connecter arm, a knuckle mounting on the forward end of said arm, an air pipe connecter head mounted to pivot on a vertical axis on said knuckle mounting, said air pipe connecter head having a contact part formed with an engaging face diagonal to the longitudinal line of the connecter arm and to which opens an air conduit, and having also a flaring guide member adapted to gather and receive the contact part of an opposing air head, a steam pipe connecter head below said air head pivotally mounted on a vertical axis on said knuckle mounting, said steam head having a contact part formed with an engaging face diagonal to the longitudinal line of the connecter arm, but opposite to the diagonal air head engaging face, and to which opens a steam conduit, and means on the contact part of the steam head engaging the flaring guide member of the air head, said means causing the steam head to pivot on its axis to follow horizontal pivotal action of the air head.

4. In a train pipe connecter, the combination of a horizontally extending connecter arm, a knuckle mounting on the forward end of said arm, an air pipe connecter head mounted to pivot on a vertical axis on said knuckle mounting, said air pipe connecter head having a forwardly projecting tongue part formed with an engaging face diagonal to the longitudinal line of the connecter arm, and having on the side of said engaging face a flaring guide member adapted to gather and receive the tongue part of an opposing air head, a steam pipe connecter head below said air head pivotally mounted on said knuckle mounting on a vertical axis substantially coincident with the air head axis, said steam head having a forwardly extending tongue part formed with an engaging face diagonal to the longitudinal line of the connecter arm, but opposite to the diagonal air head engaging face. and guide means interconnected between the air head and the tongue part of the steam head causing the steam head to pivot on its axis to follow horizontal pivotal action of the air head.

5. In a train pipe connecter, the combination of a horizontally extending connecter arm, a knuckle mounting on the forward end of said arm, an air pipe connecter head mounted to pivt on a vertical axis on said knuckle mounting, said air pipe connecter head having a forwardly projecting tongue part formed with an engaging face diagonal to the longitudinal line of the connecter arm, and having on the side of said engaging face a flaring guide member adapted to gather and receive the tongue part of an opposing air head, a steam pipe connecter head below said air head pivotally mounted on said knuckle mounting on a vertical axis substantially coincident with the air head axis, said steam head having a forwardly extending tongue part formed with an engaging face diagonal to the longitudinal line of the connecter arm, but opposite to the diagonal air head engaging face, and guide means interconnected between the flaring guide member of the air head and the tongue part of the steam head causing the steam head to pivot on its axis to follow horizontal pivotal action of the air head.

6. In a train pipe connecter, the combination of a horizontally extending connecter arm, a knuckle mounting on the forward end of said arm, an air pipe connecter head mounted to pivot on a vertical axis on said knuckle mounting, said air pipe connecter head having a forwardly projecting tongue part formed with an engaging face diagonal to the longitudinal line of the connecter arm, and having on the side of said engaging face a flaring guide member adapted to gather and receive the tongue part of an opposing air head, a steam pipe connecter head below said air head pivotally mounted on said knuckle mounting on a Vertical axis substantially coincident with the air head axis, said steam head having a forwardly extending tongue part formed with an engaging face diagonal to the longitudinal line of the connecter arm, but opposite to the diagonal air head engaging face, and means on the tongue part of the steam head engaging the flaring guide member of the air head, said means causing the steam head to pivot on its axis to follow horizontal pivotal action of the air head.

'7. In a train pipe connecter, the combination of a horizontally extending connecter arm, a knuckle mounting on the forward end of said arm, an air pipe connecter head mounted to pivot on a vertical axis on said knuckle mounting, said air pipe connecter head having a forwardly projecting tongue part formed with an engaging face diagonal to the longitudinal line of the connecter arm, and having on the side of said engaging face a flaring guide member adapted to gather and receive the tongue part of an opposing air head, a steam, pipe connecter head below said air head pivotally mounted on said knuckle mounting on a vertical axis substantially coincident with the air head axis, said steam head having a forwardly extending tongue part formed with an engaging face diagonal. to the longitudinal line of the connecter arm, but opposite to the diagonal air head engaging face, and a pair of upwardly extending lugs on the tongue part of the steam head receiving therebetween a lower edge portion of the flaring guide member of the air head, whereby the steam head is caused to pivot on its axis to follow horizontal pivotal action of the air head.

8. In a train pipe connecter, the combination of a horizontally extending connecter arm, a knuckle mounting on the forward end of said arm, the upper end of said knuckle mounting being above said connecter arm and having a forwardly projecting portion having an upwardly extending trunnion, said knuckle mounting having spaced below said first mentioned forwardly projecting portion, and below the connecter arm, a second forwardly projecting portion, said last mentioned forwardly projecting portion having a vertical bore concentric with said trunnion, an air pipe connecter head provided at its rearward end with a pair of vertically spaced rearward projections, the upper one of which has a vertical bore adapted to receive the knuckle trunnion, and the lower one of which has a downwardly extending trunnion adapted to be received in the upper end of the vertical bore of the knuckle, a steam pipe connecter head having at its rearward end a pair of upwardly and downwardly extending trunnions, said upwardly extending trunnion being adapted to be received in the lower end of the vertical knuckle bore, and

a supporting member demountably attached to the lower portion of the knuckle mounting and engaging and supporting the lower side of the rear end portion of the connecter head, said supporting member having a vertical bore rotatably receiving the downwardly extending head trunnion.

CLIFTON B. HERD. 

